Speed control mechanism



June 7, 1960 Origin al Filed Jan 19. 1953 W. H. CLARK, JR

SPEED CONTROL MECHANISM 5 Sheets-Sheet 1 WILLIAM H. CHIP/f JE ATTORNEY June 7, 1960 w. H. CLARK, JR 2,939,289

SPEED CONTROL MECHANISM Original Filed Jan. 19, 1953 3 Sheets-Sheet 2 28 1F PP e m PP I do Z 30 56 .sc K

D/ 62 //2 F- SC 5C 72 Jaw 5C 2 L %$+L 5C 52 INVENTOR.

v I BY 6%? ATTORNEY June 7, 1960 w. H. CLARK, JR

SPEED CONTROL MECHANISM 3 Sheets-Sheet 3 Original Filed Jan. 19, 1953 Wm M INVENTOR. W/LZ/A/V h! [LARA JR ATTORNEY 2,939,289 srnnn common MECHANISM William H. Clark, 'Jr., Rutherford, NJ., assignor to Curtiss-Wright Corporation, a corporation of'Delaware application'lan. 19, 1953,. Ser. No. 331,990, now Patent No. 2,771,286, dated Nov. 20, 1956.. Divided and this application Feb. 27, 195-6, Ser. No. 568,116

6 Claims. c1. 60-105 p assess PatentedJune 7,1960

2 system, the above-mentioned d ifli'culty may be overcome. Thismay be accomplished by providing a speed reference which is constant at all times, and which is independent of the powerplant speed control, and which is used to derive an acceleration stabilizing signal. This latter signal may then be combined with the speed error signal,

The invention comprises improvements over those disclosed in Robbins Patent No. 2,667,344 granted January 26, 21954 and over Mergen et al. Patent No. 2,720,927 granted October 8, 1955. The Robbins patent shows a mechanical .systemfor comparing the speeds of a prime mover and of a reference speed device from which is secured a speed error signal. The patent further provides mechanical devices for ascertaining the rate of change of speed error, and for adding, algebraically, the

speed errorand the rate of change of speed error, pro- 1 ductive of a speed correcting signal utilized for controlling the speed of the prime mover. The speed control thus includes speed error and acceleration stabilization. The Mergen, et al. patent shows a somewhat similar arrangement to which has been added an alternative means 7 for securing reference speed. One or the other sources of reference-speed may be utilized, one of these devices being considered as a standby speed reference useable upon failure of the primary speed reference. p

In both of the foregoing'systems, the stabilizing signal is secured from the speed reference and'for' an'installat-ion which is intended at all times to run at the same constant speed, both systems afford excellent control. Where the powerplant is expected to operate at difierent speeds, the speed reference must be variable during operation. In this case, it is necessary to insert delay mechanisms to prevent overspeeding or underspeeding, to delay the response of the system when adjustments are made in the power level of either one of the reference speed devices. In other words, the speed setting delay mechanism is necessary in the above-mentioned control arrangements to cause the speed setting to lag the power plant speed during a power change wherein there is a simultaneous change in the speed level at which the powerplant is to operate and in the level of :power to be delivered by the powerplant, usually secured by a change in the amount of fuel flow to the powerplant. If the change of speed setting were not delayed during a call for increase in speed and power, the system calls for (1) an initial reduction in powerplant load due "[0 the speed error when the powerplant speed is less than the called-for speed, and (2) a :decrease 'in'powerp'lant :load :a-s .a result of the acceleration stabilization. The decrease in powerplant load "at this time is not wanted; rather, an increase in powerplant load ist-needed to absorb the increase in power available and to preventoverspeeding of the powerplant.

The above indicated delay in speed change slows ,down

the response of the system whenspeedandloadchanges the. final signal being used to control powerplant speed. With such an arrangement, the acceleration stabilizing part of the system ignores a call for a changed level of powerplant speed and, upon a change in powerplant speed, will immediately call for a change in powerplant load. For instance, the stabilizing system will call for .an increase in powerplant load with a call for increase inpowerplant speed, while, at the same time, the speed error part of the system will call for a decrease in powerplant load when the call is made for increased powerplant speed. The acceleration signal will overcome the speed error signal and will result in increased engine load if the acceleration signal strength is high with respect to the speed error signal strength.

The changes required in the systems shown in the previously mentioned pending applications are not particularly great in order to achieve improved performance in a changeable speed powerplant.

Reference may be made to the drawings for a better understanding of the character of the invention. in the drawings, similar reference characters indicate similar parts and:

the 1 is a diag am o t g n ra c s of acco pl shing the objectsof the invention, I I

Fig. 2 is a diagram of the invention wherein he constant speed source for acceleration stabilization is derived from the variable powerplant speed and wherein the reference speed is derived alternatively from an adjustable device or from the governed constant speed, Fig. 3 is a diagram of the invention wherein both the constant speed for acceleration stabilization and the reference speed are derived from a separate reference speed source, 7,

4 is a diagram, of the invention wherein the constant speedier acceleration "stabilization is derived from the powerplant and where reference speed is alternatively derived from the powerplant or from reference device, Fig.5 is a diagram of the invention wherein the constant speed is derived from the powerplant and wherein the reference speed is also derived from the powerplant, Fig. dis a partial diagram of the invention, adapted for synchronization of a plurality of powerplants, following the principles of Fig. 5, '7 i Fig. 6a is a diagram of the invention following the arirangement of Fig. 6 and showing anenti re system, and

Fig. 7 is a diagram of an alternative embodiment of the invention adapted for synchronization of a plurality of powerplants.

Reference may first be made to Fig. l which shows the general case for acceleration stabilization of the system using a constant speed source and wherein powerplant speed is compared with a reference speed derived "from a r ference speed source. Herein, .a powerplant 10 is provided with an auxiliary ,output .Shaft 11 which drives a speedchanger 1 he speed changes, h ch m y hecf any :suitabletype, has-an .outputshaft 3 driving a seat .14 ofadifierential ;D1- As shown sch matic lly, the speed chan e :m y compri e an i put .di is and an soutput disk t6 spaced therefrom, the zdisks 'e-beine tinnall-yengaged by ,atplanet ball'17 Whose .axis of rotadependent of speed change demands from the governor tion 13 may be shifted by a :tilting control element 19'. This is the sametype .of speed changer as is shown in Mengen et al; application 247,668 above mentioned.

*Another side gear 20 of d'ifierential'iDl is driven in opposite direction'to gear 14 from any appropriate device :21 which operates at a fixed constant speed. The output spider 22 of differential D1 will rotate at a speed representing the difierence between the speed of the shaft 13 and the constant speed. The output 22 of the difierential D1 is drivably connected to the ratio change'r' l9 of the speed changer 12 ina manner sothat the speed changer ratio is shifted to stop movement of the output 22 of the difierentialDl. For any powerplantspe'ed there is a corresponding ratio of such speed to the constant speed, and hence, there is a particular setting for the speed changer 12 to-stop movement of the differential output 22. i

Thus, said output assumes'the position which represpeeds and that the powerplant is operating at a set power level and at a speed which is the same as the speed of the source 24. This, of course, represents an on-speed condition wherein no speed correction is being made. The output of the differential D1 will be zero and the speed changer 12. will be adjusted to a ratio such that the speed changer output in r.p.m. is the'same, but in opposents ratio of powerplant speed to constant speed and also the powerplant speed itself, since the constant speed does not vary. The speed and movement of output 22, then, represents the rate of change of powerplant speed and constitutes an acceleration'signal which is carried to an input gear of a differential D3.'

The powerplant 10 is also drivably connected to an input gear of adiiferential D2, the other input gear of which is driven in opposite direction by an adjustable reference speed device 24 whose speed may be regulated by a control 25. The device 24, is chosenso that it will operate at a selected constant speed Within a'desired speed range, the speed selection being made to control the desired speed of the powerplant. The output of differential D2, which represents the speed error between the powerdriving a controllable pitch propeller, speed control of the powerplant is afiorded by alteration of propeller pitch. This is the same thing as alteration of the driven load on the powerplant and its purpose is to adjust the. driven load so that it will absorb the power available from the powerplant. The position of the element 26,.the output of the difierential D3, calls for the specific blade anglewhich is required to hold the powerplant speed at the level called for by the adjustable reference speed, and at the power for which the powerplant is set to operate. The ratios of. driving connections in the control are selected to -provide optimum performance. a V p p The differentials D1, D2 and D3 in Fig. 1 and also in other figures of the drawing have been conventionalized for simplification in the showing. In each showing of the'difierential, the, member corresponding to 22 in D1 is the output member and is represented by .a bar across the difierential. This member is usually the spider which carries pinions meshing with the facing gears such as 14 and 20 of D1.

The driving connections between the elements in, the figures are shown in single, solid linesjthe direction of power transmission being indicated by arrows. The actual driving connections'in a working embodiment of the invention may be of any preferred'type, such as shafting, gearing, or other mechanical, hydraulic, electrical, or combined transmission means... 7 g 1 In Figs. 2-7, speed changers are identified as blocks containing the initials SC. All such speed changers may be of the form schematically shown in Fig; l or may be of alternative design as known in the art.

In all of the figures, the difierentials D1,D2 and D3, and the speed changer 12,'have the same relationship and serve the same joint function. g I x To visualize the functioning of the invention, the .en-

suing explanations may be followed; v In a first case let site direction, to the output of the" cons'tant'speed source 21. I Since the powerplant speed and reference speed are thesame, and in opposite direction, the outputof the difierential D2 is zero. V Now, should there be a transient disturbance in powerplantspeed whereby its r.p.m., let us say, increases, a speed error will be sensed by difierential D2 and a corrective signal will be passed to the difiere'ntial D3, calling for increased driven load on the powerplant. For this example, we will assume that the powerplant drives a controllable pitch propeller and consequently, .the differential D3 will call for an increased propeller blade angle to bring the r.p.mfback to normal.v Concurrently, the differential D1 will register the initial acceleration of the powerplant toward-the increased speed to cause movement of the 'outputof difierential D1, simultaneously shifting the speed changer to bring the difierentisl output to zero and passing theacceleration signal to differential D3. This signal will initially be a positive acceleration signal duringthe transient increase in power-plant speed and will call for increased propeller pitch. I As, speed is corrected and, the powerplant decelerates,

the sign of the acceleration correction will change .to

negative, the deceleration signal being minus with respect to the speed error signal and ofisetting, at least in part, the speedierrorsignal which is-plus. As the speed'error decreases, dueto approach of the. powerplant to the on- ,speed conditions, the acceleration and speed error signals will equalize, and blade pitch correction will cease and probably reverse direction before the powerplant reaches on-speed. The blade angle setting, due to this action, 7

- toward the referencespeed. The reverse of pitch change before the powerplant reaches on-speed allowstheblade angle toreturn to,-the final setting at substantially the same time as the powerplant ;reaches on-s peed; This action prevents hunting as the final speed is reached.

adjustment of the speed source 24, without any con current change in the fuelsetting of the powerplant, an underspeed error will be registered by the differential D2 which is transmitted to the difierentialD3 to cause a correction in powerplant speed by decreasing load or blade angle. The acceleration signal from differential D1 does not appearuntil an" actual change in powerplant speed is accomplished whereupon thepositive ac;

celeration and minus speed-error signals aresummed in the .difierential D3 to correct the blade pitch setting in the same manner as described above.

It will 'be here noted that no change is madeinithe produce'Yan' acceleration error-'of-rninussign 'immediately it be assumed that the constant speed source 21and the the referenc'eispeed'setting is changed: would call for 'decreased blade angle along'fwiththe call'ifor decreased,blad e angle made by the speed erro'rfuntil such ass a. the. awe-a -newsstands.31e s:

assesses 5 upon, the sign of the acceleration error will change to plus, in opposition to the signal due to speed error, and the steady state condition will be attained as described previously. Then, pitch change will cease and the powerplant will-reach onsp'eed without further pitch change .or load correction.

It the powerplant is operating at a steady state condition and a decrease inreference speed is made by adjustment of the speed source 24, with no concurrent change in fuel setting of the :powet plant, the blade pitch :angle will be increased by thespeed error in difterential D2 and negative acceleration will anticipate the speed correction through its transmission irom the differential 1131 to the differential D3.

If the adjustable reference speed is changed concurrent- .l'y'with a change in powerasetting tor'the power-plant, let us say in a power and speed increasing direction, the ditierential D2 will register an underspeedcnror calling for decreased blade pitch to enable the powerplant to gain powerplant begins to accelerate, would call for an increase in blade angle due tothe positive acceleration. The powerplant would overspend and speed correction would then be accomplished by increasing blade angle in the manner previously described. When the delay device .is inserted in the Mergen et a]. system, the increase in power and called-for speed creates positive accoloration and-a call vfor a positive speed. error so that blade pitch is increased immediately. However, the insertion of the delay device 'while making the system fully satisfactory from an operative standpoint, injects added complications and variables.

Thus, it will be appreciated that a principal object of the present invention is to provide a simple derivative speed control system which depends upon-operating conditions and eliminates arbitrary delay tactors which are necessary in the device of the prior art.

For clarification of the foregoing explanation, a tabulation follows which shows the direction of change of blade speed. However, since power is being increased along 529 angle, called beta (B) ior various operating changes.

' signerms of Sign of l Control Conditions-o1 Power I'lant *Speed Speed Error Accelera- .Efiect-ol Acceleration on Blade Net'efiect on Blade Angle B l Error on Blade tron Angle .B Angle B e (1) Less. Transient Underspeed, Fixed Power Less (2) mpatesmw setting or Less B. Transie t 0verspeed,.Fixed Power--. Greater.--

gffifgg g gg g g g }Grearer B. increased Speed Setting, Fixed Power Batting... Less"... Anticipates new'settlng 01B n LessB. Decreased Speed Setting, Fixed Power Setting =Greater.- do Greater '3. Increased Speed and Power Setting Less .Inlt'letesgreater B. .....--.L Starts correction to prevent i .over-speedand stnbilizesat V required new l3. Decreased Bpeedand Power Setting; Greater 1 mltlatnaless.l3- zsftarts correction to prevent under-speed vand stabilizes (1) In B C i zs i ill b n 7 a g, creases n.. orrac 0 new. on sat Increasedlower Bettlngl 'lxedspeed Settlngn -l Increases $2) Anticipatgs new s ttmgolB- power. Decreased PowertSattlug, Fixed s eed satting Decreases--. I 3 3. D

with speed, it is necessary to increase rather than decrease blade pitch so that the propeller may absorb the additional power available from the 'powerplant. As the powerplant responds to the increase -in fuel feed it will accelerate thus producing a positive acceleration signal in the diiferent'ial D1 which is transmitted to the differential D3 in a direction to call for increased blade pitch. The gearing of the several differentials is so arranged that this signal will be stronger than and will overcome the negative -speed error signal -from the diffe'rential D2 so that increased blade pitch will actually be called for in the controllable pitch propeller to absorb the increased power.

Since the desired speed level has also been raised, the signals from the differentials D1 and D2 will combine in the differential D3 to call ,for thehlade angle for the powerplant which will produce stable .powerplant oporation at the new speed and power setting.

If power and speed are concurrently decreased, the opposite effects .from those above described wi l be secured so that propeller blade angle end up at the proper name to-maintain the new speed setting for the power being developed by the .powerplant.

:If the constant :speed source 11 were replaced by the adjustable reference speed, as in the disclosure in 'Mergen 1st ed. application Serial No. 247,668, it becomes necessary to insert a delay device such as a 'dashpot between the speed reference and the difierentia'ls to "the case of a There are various means by which these results may be accomplished practically, whicharesshownt'in 2-6. Fig. .2 shows in eifect, a modification of the system .ofisaid .Mergen et a1. application. In Fig. 2, :a governor '28 is driven by the :power plant and strokes the ratio :changer of aspeed-dhangor stl which is ;alsodriven by the power plant. The governor has .a non-adjustable speederspring 29 :so that the output 3-2 of the speed changer 30 is .alwaysmaintained at a'constant'speed. This output 32 :provides the input to the right side of the z-diiferential D1 so that the system then operates in the same fashion as the system'shown inrFig. :1. In=thistoase,the afljnstablespeed reierence source 24 is conected :to the differential 352 through a clutch .34 and when .soconnected this system operates as does the system of Fig. l. lncase of fiailure or disconnection of the reference speed .source (ARS) 24 from the .systennzthe drive to differential DZ :may be arranged to disconnect :automaticallyrfrom she-reference speed -.sourc.e, and to connect to theconstant speed output 32 of the :speed: changer fill-through a clutch 35, as in said Morgen application. This enables standby opera- .tion of the system 'at the constant speed :for which the governor 28 isset. A limitation in this itype of standby system is that when it operating under emergency conditons there is no speed flexibility for the :power plant. Undercertain circumstances, this isnota significant limitation. The clutch 34 becomes unnecessary if the refer' ence speed source a motor which rotates freely when electrically disconnected :from its power supply.

The system of Fig. ,2 may be applied 'wery l ittle change to the system disclosed dn the Mengenet patent without the addition of any speed changer or :d-iiferenti-al units and enables the :elimination of the :speed changer "delay device heretofore mention-ed :along with more' rapld response of the .power plant 10 speedand power dhange's than can be attained with theasystem disclosed lo the El i co genetahpatent.

"Another alternative arrangement is shown in Fig. 3 wherein the constant speed for acceleration stabilization as delivered to the differential D1 is derived'frornthe adjustable reference speed source 24. In this case, as in Fig. l, the adjustable reference speed source is' directly connected to the differential D2. The device 24 also drives a governor 36'having a fixed speed'setti'ng, this governor serving to control a speed changer-38 which driven by the adjustable reference speed source 24. The output of the speed changer 38 will run at constant speed as controlled by governor 36 to provide. a constant speed input to the right side of difierential D1. This system would be satisfactory if a completely dependable and eontinuously operating reference speed source 24 is available.

In the arrangement of Fig. 4 the power plant drives a fixed-settingsgovernor 28 and a speed changer 30, the governor controlling-the speed changer. The output of the speed changer 30 operates at constant speed and drives the right-hand input gear-*of the differential D1 to provide the desired operating characteristics for the acceleration responsive part of the system,- as in Fig. 2. The adjustable reference speed source 24 may normally be connected to drive the dilferential D2 through a clutch 34.

An additonal speed changer 42 is provided, driven at constant speed by the speed changer 30. changer 42 is selectively adjusted to .a ratio so that its output provides a reference speed of desired value connectable at times or as desired .to the differential D2 through the driving connection 44 and clutch 46. The clutches 46 and 34 operate reciprocally and preferably in response to failure or stoppage of the device 24, so that if the latter, which is normally connected-to the ditferentialDZ, fails, the system is immediately connected to the speed changer 42. Preferably, the speed control for the device 24 and for the speed changer 42 are interconnected by a suitable linkage 48 so that the speed changer 42 and'the call for the same reference The speed ratio of .1.1:1-.0.' "Any deviation from the arbitrary 10,000 r.p.m. in the driving connection '56 would register a speed error and would correct powerplant speed to a level such that the driving connection 56 is at 10,000 r.p.m.. This necessarily .means'that the .powerplant would have-to operate at 11,000 r.p.m. to yield 10,000 r.p.m. in the driviing connection.56. In the same'fashion, if the-speed changer were set to a ratio of 0.9:1.0, the powerplant would be on-speed at 9,000 r.p.m. .and would thereby produce 10,000 r.p.m. in the driving connection '56 to match the 10,000 r.p.m. output speed of the speed changer 30. Any other ratio r setting will produce analogous effects and, of course, theffixed constant speed at the output of p the speed changer '30 may be designed for any desired .value.

'In Fig. 5,. the operation of the control system in respect tospeed rerror'and acceleration error is the same as that .are connected to the powerplant and to the speed changers 30, '12 and 52, in the same manner as shown in Fig. 5.

" The generator 60 *drives a synchronous motor 62 at synchronous speed therewith, the motor 62 driving the left-hand input of a differential D4. The powerplant J drives the right-hand input of the difierential D4. Any

speed error between the powerplant and the synchronous motor is reflected in rotation ofthe output element. 64

-D5. The input element is limited to a small range of plant 10. The speed changer 30 drives the right side of differential D1 as previously and the left side of D1 is driven through a speed changer 12 from the powerplant. This provides the same acceleration responsive control as previously described. The right side of difierential D2 is also driven from the speed changer 30 through a driv ing connection 50 so that the right end of the differential D2 rotates at a fixed constant speed.

The powerplant also drives a speed changer 52 through rotation. by a stop, arrangement 67. The otherinput element of differential D5 is normally fixed so that any motion in the input element 68 is transmitted to the out put element 72 of the differential D5. This in turnis drivably connected to the speed changer 52 so that, the output element 72 adjusts the speed changer52 in response to speed errors between thepowerplant and the synchronous motor, to a value to produce a certain speed in the output'of '52 from the speed of the powerplant. If this certain speed varies from the output speed of speed changer 30, powerplant'speed correction will result until powerplant speed is the same as synchronizer speed. This condition, through difierential D4, holds the ratio of speed changer 52 at the proper value. I l

From here on, the system operates in the same manner as that described in connection with Fig. 5. I In Fig. 6a,

a driving connection 54, the output from the speed changer 52 driving the left end of differential D2 through a driving connection 56. The differentials-D2 and D1 are connected into the diiferential D3, and the output of differential D3 controls powerplant driven load as pre viously described. V V

The speed changer 52 is manually controllable by an adjuster 58 so that its ratio may selectively be made greater or-less than 1. The adjuster 58 thus establishes a relationship betweenpowerplant speed and a fixed constant speed established by'the speed changer 30. For instance, if the fixed constant speed is 10,000 r.p.m., a ratio of 1:1-in the speed changer '52 would require the powerplant to operate at 10,000 r.p.m. and any deviations from this speed would actuate the control system to correct powerplant-driven load to restore the 10,000 r.p.m. operating speed. If it were desired to operate the powerplant at 11,000 r.p.m., the speed changer would be set at a substantially the same systemis shown and the same reference characters are' used predominantly. The righthand powerplant and its controls use unprimed reference characters while, the similar elements in the left-hand powerplant use prime reference characters. In'Fig. 6a, a motor '59 is shown as driving the generator 60, the motor being of adjustable speed type. r

The generator '60 may be used as the master speed reference for a plurality of power plants, the generator being connected to other synchronous motors, like motor 62, through leads 74. 5

When the synchronizing generator-60 is not operating, the input 68 .of differential D5 would not be subject to torque from the clutch 66 and wouldremain stationary. A suitablocentering spring, not shown, or a suitable resistance to rotation of the element 68, would be usedto hold the element from rotation when the synchronizer is not operating. The stop assembly 67 limits angular motion of the input to the differential D5. Thereupon, ad-

justment for the speed level of the powerplant may be $8 of Fig. when the synchronizer is notoperating: s In Fig. 6a,'the adjustable speed motor 59 is adjusted by either the control lever'76 or 78 to estabish the'synchronou desired speed for 'both powerplants.

. (Jrdinarily, the controls for a-plurality of aircraft pow-I erplants driving propellers are so connected that each powerplant has its own individual power control the pow; er control coordinating on a fixed schedule, the desired powerplant r.p.m. and the fuel input to thepowerplant. When plural powerplants are used, an interlock arrangement is provided between the several individual controls so that all powerplants-will be set to the speed ofthat powerplant whose control lever is farthest advanced. The less advanced controls-of other powerplants will calltor a lesser degree of fuel feed but all will be set-to the rpm. level of the most advanced control. This'obtains when the powerplants are synchronized through the use of a generator such as60. Other powerplants, whileoperat: ing at the most advanced speed, can becontrolled'as to power by setting their power levers to a low power posh tion. This yields flexibilityof operation. 1

In Figs. 6 and 6a, another power lever 78 for powerplant is shown with an operating link 80 setting the generator 6t) to the desired, r.p.m. level. 'In the case of control lever for powerplant is set back from the position for synchronous speed asrepresented-by the distance 82. This means that the powerplant 10, through the co ordinated fuel control, willbeoperatingiat less power, but at the same speed, as the powerplant "controlled-by the lever 78, Whenthe synchronizer is not-"in operation; or may have failed, the coordinatedisp'eed control, of course, drops out, but each powerplant may be individually controlled for power and r.p.m.- through 'actuationof the control levers and through operation of the differentials D5.

In Fig. 61:, either power lever 76 or 78, whichever is furthest advanced, controls the speed of operation of the motor 59. The functioning of the arrangement in'Fig. 6a is the same as that shown in Fig. 6.

In the systems of Figs. 5, 6 and 60, except for operation of the synchronizing generator 60, the governed speed of the powerplant is derived from the powerplant itself through the fixed setting governors 28 without the need for separate speed reference devices.

In the arrangement of Figs. 6 and 6a, the differential D4 and the clutch 66 provide a means for trimming the speed of the powerplant to a precise desired level, in addition to providing a speed and acceleration responsive control of the driven load through the operation of the differentials D1, D2 and D3 and associated apparatus.

In the arrangement of Figs. 6 and 6a, the signal strength of the synchronizer part of the system may be low so as not to insert instability into the governingsysteam. The synchronizer may be designed to require .several seconds to trim the system to synchronism, whereas the governor system operates nearly instantaneously. This also avoids the causing of drastic powerplant speed setting changes due to the synchronizer not operating. Limits may be placed on the rotation of element 68, as at 67, so that malfunction of the synchronizer cannot effect a speed setting difiering greatly from the setting represented by the lever 78.

In any of the systems described, an advantage flows from reducing the load on the adjustable speed reference, enabling effective use of small-size reference speed units.

Further arrangements of the invention, rather obvious in view of the preceding explanations, could be set up as follows:

(1) The elements 42, 24, 48, 46 and 34 of Fig. 4 could be disposed in Figs. 5, 6 or 6a to replace the speed changer 52 and related mechanisms;

(2) The elements 52, 60, 62, D4 and D5 and auxilanother iaries, in Figs. 6 and: 6a, couldbe used inthe arrange: ment in:Fig., 4,'replacing the elements 42, 24, 46 and 34.

Fig.7 shows a trimming synchronizer system which, operates in generally similar fashion to that above de scribed, except that either the powerplant'lo or. 10 may. act as the master speed reference, to which rotational speed of the other powerplants is trimmed. 'Herein-, powerplant-1'0 drives a generator 84 which may be con-- nected to drive asynchronous motor 86 through aswitch 88, motor 86 driving the D4 differential 64. In similar'fashion, the powerplant 10' drives the generatorwhich maybe connected. through the switch .88 to: drive the-synchronous motor 92 which in turn is 0011-. nectedto the D4 differential 64. The switch 88 is preferably of snap actiontype, connecting the generator 84 and the motor 86 of alternatively the generator 90 and the motor92 by actuation of a switch .member 94. ;,The

latter is pivotally connected to the middle of a rocker, the ends of, the rocker. being connected through links 97; and "98. to manually operable power levers 76' and 78'. As shown, the power. lever 78' is advanced slightly. ahead of the lever '76., thus throwing the switch 88 to connect the generator 90 with the motor 92.

This establishes the power plant 10' as the master and the power plant 10' throughthe trimming synchronizer mechanism embodying the differentials D4 and D5 in the control system of the powerplant 10. -Inthis situation, r.p.m. control of the powerplant 10 is'accomplished by the setting of the power lever 78 acting upon the input gear 70" of the differential DS; I "This adjusts the speed changer 52? to set a desired. level of'speed for the power If the" power lever -7'6"is advanced tothe position of; the power lever 78', control remains in the powerplant 10','but if the power lever 76' is advanced'aheadof the lever' fl8',the: powerplant 10 becomes the master for:-

r.p.m. control and the powerplant 10 is slaved thereto. This occurs because of the shift of the switch 88 which sets up the generator 84 to control the motor 86.

As in previous embodiments, should the master alternator or its powerplant fail, slave power plan-ts would shift to control by their own governors.

, By appropriate mechanism, the synchronizing trimming control of Figs. 6, 6a and 7 can be expanded to encompass more than two powerplant and control systems.

Though several embodiments of the invention are shown, it is to be understood that the invention may be applied in other forms and in various environments. Changes may be made in the arrangements shown without departing from the spirit of the invention. Reference should be had to the appended claims for definition of the limits of the invention.

What is claimed is:

1. In a powerplant speed control system, a fixed setting governor and a speed changer coupled together for ratio control of the latter by the governor and driven by the powerplant, said speed changer having an output member operating at constant speed, means driven by said member and by the powerplant to compare powerplant speed and said constant speed productive of an'acceleration signal reflecting powerplant acceleration, an adjustable speed changer driven by the powerplant and adjustable to produce a speed from powerplant speed of the same order as said constant speed, means to compare said constant speed and the speed output of said adjust able speed changer productive of a speed error signal, means to sum the speed error and acceleration signals, and means operated by the summed signals to adjust the speed of the powerplant.

2. A system according to claim 1 including an adjustable reference speed source, means to compare reference speed and powerplant speed productive of a speed error signal, and means actuated by said latter signal to vary the ratio of said adjustable speed changer.

v3; Ina-.pow'erplantcontrol system,- a constant speed source, anadiustable speed changer. .driyenhy thepowerpla'ntnonnally having. an output adjustable'to thesame order of'speed magnitude as said constantspeed, mochanilm responsive "to 'and actuated-by said speed changer output and by' said constant-speed source'productive of apowerplant 'speedcorrecting signal comprising-speed error; meansresponsive to operation by SAidiPGWBXPIQnUaBd saidiconstant speed source productive ofsiawpowe'rplant speed correction signairepresenting acceleration, means to-sumxsaid speed 'erro'r andaccelera'tion' signals connected to said mechanism and-to said-responsive meansandwdnnected to said pdwerplanti to'changezthe: speed thereof, and"means"'for adjusting said speed changernto'a: plurality of ratios to aliowthe' powerplantvto-operste at a plurality of controlied speeds while said speed: changer output operates at substantiallrconstant speed; J i

4. In a powerpiant spcedcontrolsystemwa" speed source, a speed changer driven by power-plant; comparing means driven by saidispeedi changer? and by, the constant speed source having an acceleration'function output, said output being operatively'conne'ctedr to change the drive ratio of said speed changer,=wa=second-speed I changerdriven by said 'powerplanm aisecon' f'glicorn paring means "driven by said second; speed and by'saidconstant speed source having a speed errotufunotron out;

by said summing means' to change-powexplant speed; if q r 5; In-a powerplantspeed control sistem, aconstant;

speed' -source, a speedchangef driven ivy/the powerp} ant;

comparing means driven by said speed changer land' byq the constant'speed source having an accelerationfunction V output-said output being-operatively connected to change:

the driveratio of said speed changer, a. second-speed changer'driven by said powerplanna second comparing 1 2 means driven' by said second speed changer and by' said speed source having a speed error function outputyme'ans driven by said two'comparingmeans' to sum 7 the outputs thereof, and means connected to and actuated by. 'summing meansto change'powerplant speed, said-se'oond epeed changer being-adjustable to alter' th comparing means driven by said speed changer and by I the constant speed" source -having'an acceleration function output, said output being operatively connected to change 7 the drive' ratio ofsaid speed changer, a second speed changer driven' hy said powerplant, a second comparing means'dfiven'by said second speed changer and by said constant speed source having aspeed error function outpit-yrneans-driven by said'two comparing means to sum the outputs'thereof, andmeans' connected to and actuated by saidsuinrning means tochange powe'rplant speed, said seond speedchanger'beihg adjustable to alter the no'iiiinal operating speed'ofsaid powerplant, a reference speed source, and meansactuated by' the difference between powerplant' andreferencespeed to" adjust the ratio of said secondspeed'changer; 7

ReferencesCited the file of this patent UNITED STATES PATENTS 

